US5469816A - Control mechanism for an electric generator motor in an internal combustion engine - Google Patents

Control mechanism for an electric generator motor in an internal combustion engine Download PDF

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Publication number
US5469816A
US5469816A US08/299,278 US29927894A US5469816A US 5469816 A US5469816 A US 5469816A US 29927894 A US29927894 A US 29927894A US 5469816 A US5469816 A US 5469816A
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Prior art keywords
motor
capacity
generator
electrical power
storage device
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Takaji Murakawa
Toyoji Yagi
Hiroshi Tashiro
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Denso Corp
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NipponDenso Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/20—Braking by supplying regenerated power to the prime mover of vehicles comprising engine-driven generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1446—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle in response to parameters of a vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1469—Regulation of the charging current or voltage otherwise than by variation of field
    • H02J7/1492—Regulation of the charging current or voltage otherwise than by variation of field by means of controlling devices between the generator output and the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/947—Characterized by control of braking, e.g. blending of regeneration, friction braking

Definitions

  • the present invention relates to a control mechanism for an electric generator motor which is driven by an internal combustion engine of a vehicle and/or electric power from a storage battery.
  • Japanese Patent Application Laid-Open No. 61-38161 discloses a control mechanism for an electric generator motor in an internal combustion engine which applies torque to the internal combustion engine during engine starting and acceleration and restores electrical power to the battery during vehicle braking by exchanging torque with the internal combustion engine.
  • a control mechanism causes an electrical generator motor to operate as a generator and restore electrical power to the battery during braking of a vehicle, and also causes the electrical generator motor to operate as a motor and apply torque to the internal combustion engine responsive to commands from a driver.
  • a vehicle braking operation causes the electrical generator motor to operate as a generator.
  • the capacity of the electrical storage device does not become excessive in comparison with an optimal reference capacity range during vehicle braking, and the application of torque and restoration of electrical power can be accomplished while preventing excessive charging of the electrical storage device.
  • the electrical storage device causes motor operation of the electrical generator motor--i.e., the application of torque--within a range whereby the capacity of the electrical storage device does not fall below a specified minimum capacity required for electrically driving vehicle auxiliary electrical devices.
  • the capacity of the electrical storage device i.e., the amount of electrical power storage
  • the battery will not be drained to the extent that it is unable to drive the auxiliary devices later--for example, when the engine is stopped.
  • the electric generator motor restores electric power in a manner that positively correlates with changes in the effective amount of brake pedal depression, when electric power restoring is determined to be possible.
  • the range of effective amount of depression of the brake pedal is changed, a smooth braking feeling can be obtained in the range of effective amount of depression of the brake pedal; thereby preventing an abrupt change in the magnitude of restored electrical power and braking shock.
  • FIG. 1 is a block diagram showing the overall structure of a control mechanism for an electrical generator motor in a vehicle according to this invention
  • FIG. 2 is a schematic diagram of the power control unit of FIG. 1;
  • FIG. 3 is a flowchart showing the overall control operation according to a first embodiment of the control mechanism of FIG. 1;
  • FIG. 4 is a flowchart showing in detail a charge/discharge power quantity determination subrouting of FIG. 3;
  • FIG. 5 is a flowchart showing in detail a torque application subroutine of FIG. 3;
  • FIG. 6 is a flowchart showing in detail an electrical power restoration subroutine of FIG. 3;
  • FIG. 7 is a flowchart showing in detail a normal generator control subroutine of FIG. 3;
  • FIG. 8 is a graph showing the relationship between battery capacity and various amounts of electrical power overtime in the control operation of FIG. 3;
  • FIG. 9 is a flowchart showing in detail a torque application subroutine according to a second embodiment of the control mechanism of FIG. 1;
  • FIG. 10 is a flowchart showing an overall control operation according to a third embodiment of the control mechanism of FIG. 1;
  • FIG. 11 is a flowchart showing in detail a charge/discharge power quantity determination subroutine of FIG. 10;
  • FIG. 12 is a flowchart showing in detail a torque application subroutine of FIG. 10;
  • FIG. 13 is a flowchart showing in detail an electrical power restoration subroutine of FIG. 10;
  • FIG. 14 is a flowchart showing a normal generator control subroutine of FIG. 10;
  • FIG. 15 is a graph showing the relationship between vehicle speed and generator output
  • FIG. 16 is a graph showing the relationship between vehicle speed and restorable power
  • FIG. 17 is a graph showing a relationship between battery capacity and various amounts of electrical power over time in a control operation of the third embodiment.
  • FIG. 18 is a graph showing a map which determines a target present battery capacity based on detected vehicle speed according to the third embodiment of the present invention.
  • FIG. 1 depicts an overall control mechanism for an electrical generator motor in an internal combustion engine according to the present invention.
  • AI electric generator motor 3 is linked to the crank-shaft of an internal combustion engine 1 of a vehicle to allow torque exchange therebetween.
  • the mechanism includes an electrical power control unit 5 which can switch between the generator operation and the motor operation of the electrical generator motor 3, a crank angle sensor 14 which detects the angle of the crankshaft, a vehicle speed sensor 15 which detects the speed of the vehicle, a brake sensor 16 which detects a brake depression force, a throttle sensor 17 which detects a throttle opening, a shift position sensor 18 which detects the shift position of a speed-change gear of a transmission (not shown), a lockup sensor 19 which detects the presence or absence of lockup of a torque converter on the input side of the transmission, an electrical power sensor 20 which detects charge/discharge current and terminal voltage of the battery 8, and a controller 4 which controls the electrical power control unit 5 on the basis of the signals from these sensors 14 to 20 to thereby control the operation of the electric generator
  • FIG. 2 is a schematic diagram of this mechanism, particularly of the power control unit 5.
  • the electrical generator motor 3 is a three-phase synchronous type motor, the rotor core (not shown) of which is wound with an excitation coil 31 and the stator coil (not shown) of which is wound with a star-connected three-phase armature coil 32.
  • the electrical power control unit 5 is composed of a three-phase inverter circuit 51 which controls switching of transistors on the basis of crank angle, and a transistor 52 for intermittent excitation current.
  • the three phase inverter circuit 51 is composed of inverters 5u, 5v and 5w for each phase, each of which includes a pair of npn transistors (or IGBTs) connected in series. The two ends of the inverters 5u, 5v and 5w of each phase are connected to the two terminals of the battery 8, and each of the foregoing transistors (or IGBTs) of the three phase inverter circuit 51 is shunted by a diode.
  • the outputs of the inverters 5u, 5v and 5w of each phase are connected to the output terminals of the three armature coil 32.
  • One lead of the excitation coil 31 is connected to a negative or ground terminal of the battery 8, and the other lead is connected through the transistor 52 to the positive terminal of the battery.
  • Generator operation and motor operation are switched over by controlling the switching times of each transistor of the three phase inverter circuit 51 by means of instructions from the ECU 13 of the controller 4 shown in FIG. 1, and the duty ratio of the excitation current is controlled by intermittent switching of the transistor 52 for excitation current control.
  • This technique is known and a description in greater detail will be omitted for brevity.
  • the electrical generator motor 3 performs a generator operation and a motor operation to exchange torque with the internal combustion engine 1, or to exchange electrical power with the battery 8.
  • signals regarding the running control state and travel state of the vehicle, the state of the internal combustion engine 1, and charge state of the battery 9 are received from each sensor 14 to 20 at step 100, and a charge/discharge power quantity determination subroutine which determines the electrical power with which the battery 8 is to be charged or discharged based on the signals received is executed at step 101.
  • step 102 determines whether the throttle opening angel K exceeds a specified threshold value on the basis of the signal from the throttle sensor 17 at step 102. If so, application of torque is deemed necessary and a torque application subroutine to be described later is executed at step 104. Then, processing returns to step 100. If the throttle opening angle does not exceed the threshold value, execution advances to step 106. That is to say, step 102 determines whether an operation to increase engine power is in progress, and for this purpose the depression force or depression angle of the accelerator pedal, the amount of intake air or amount of fuel flow to the internal combustion engine 1, or the like can be employed in place of the throttle opening angle as an indicator of the power increase operation.
  • Step 106 determines whether the depression angle of the brake pedal has exceeded a specified threshold value. If so, electrical power restoration is deemed to be necessary, and the electrical power restoration subroutine to be described later is executed at step 105. Thereafter, processing returns to step 100. If the brake pedal depression angle does not exceed the threshold value, execution returns to step 100 after performing normal electrical generation control or normal generator control at step 110.
  • step 101 the charge/discharge power quantity determination subroutine of step 101 will be described in greater detail with reference to the flowchart of FIG. 4.
  • the amount of restorable electrical power Pa i.e., the amount of electrical power which can be restored during braking by means of generator operation of the electrical generator motor 3 until the time when the vehicle is stopped, is read from an internal map or calculated on the basis of the detected vehicle speed transmission shift position, and presence or absence of torque converter lockup at 1011, and also the present capacity Pn of the battery 8 is read from an internal map on the basis of the terminal voltage and current of the battery 8 at step 1012. The current value is searched at this time.
  • the sum of the amount of restorable electrical power Pa and the present capacity Pn is determined as a total capacity ⁇ P at step 1013.
  • PL is a minimum capacity value reserved in the battery 8 for the purpose of driving vehicle auxiliary devices, engine restarting, and the like.
  • the reference capacity PH of the total capacity ⁇ P which is the sum of the amount of restorable electrical power Pa and the present capacity Pn, is established in advance. Thereafter, in step 1015, the amount of electrical power Px required for charging, which is the difference between this reference capacity PH and the present total capacity ⁇ P, is calculated, and processing returns to the main routine.
  • the reference capacity PH is set at a value of 95% of the full-charge level of the battery 8.
  • step 104 the torque application subroutine of step 104 will be described with reference to the flowchart of FIG. 5.
  • torque to be applied T is read from an internal map in accordance with the throttle opening angle at step 1041.
  • the throttle opening angle using the effective amount of accelerator depression is also acceptable
  • the torque T are roughly proportional to each other, so that total drive torque smoothly tracks changes in the throttle opening angle.
  • step 1042 determines whether the amount of consumable electrical power Pc calculated in step 1014 remains (Pc>0), and step 1042 further determines whether the present capacity Pn of the battery 8 is in excess of the minimum present capacity PnL, which is the minimum required minimum value, and only when both determinations are positive is there an advance to step 1043 with the next application of torque executed. Otherwise, it returns to the main routine.
  • step 1043 field current If is read from an internal map on the basis of the rotation speed of the electrical generator motor 3 and the amount of torque applied T which has been determined in step 1041.
  • torque control is performed by controlling the field current If, but it may be performed by a phase control in which the switching timing of armature current is changed.
  • step 1044 field current is controlled according to the field current If determined in step 1043, and the switching of each transistor in the three phase inverter circuit 51 of the electrical power control unit 5 effects operation of the electrical generator motor 3 and the application of torque on that basis.
  • step 105 the electrical power restoration subroutine of step 105 will be described with reference to the flowchart of FIG. 6.
  • the effective amount of depression of the brake pedal K is detected at step 1051.
  • the effective amount of depression K is the amount of depression included in the depression range which generates the actual braking force of the brake, in contrast to the amount of depression which does not generate actual braking force of the brake where the two total to 100% of the amount of depression.
  • step 1052 calculates whether the amount of electrical power required for charging Px calculated in step 1015 is larger than zero, i.e., whether the total capacity ⁇ P is smaller than the reference amount of electrical power PH at step 1052. If not, then restoration of electrical power is not desirable, and execution returns to the main routine so that excessive charging of the battery 8 is prevented. If Px>0, then execution advances to step 1053.
  • the field current If is read from an internal map as a function of this restoration electrical power Pr and the engine rotational speed Ne.
  • control of restoring electrical power is performed by controlling the field current If, but execution by means of phase-control which controls the switching timing of the armature coil application voltage or by duty ratio control for the armature current is of course also possible.
  • step 1055 the field current is controlled according to the field current If determined in step 1054, and the switching of the electrical power control unit 5, which is the three phase inverter circuit, effects generator operation of the electrical generator motor 3, and the electrical power restoration is performed in that way.
  • step 1101 calculates whether the amount of electrical power required for charging Px calculated in step 1015 is larger than zero, i.e., whether the total capacity ⁇ P is larger than the reference amount of electrical power PH. If not, then restoration of electrical power is determined to be unnecessary and processing returns to the main routine. Thus, excessive charging of the battery 8 is prevented. If Px>0, then execution advances to step 1102.
  • step 1102 the field current If is read from an internal map on the basis of this amount of electrical power required for charging Px and the engine rotations speed Ne.
  • control of electrical power restoration is performed by controlling the field current If; however, it may be performed by means phase control which controls switching timing of armature coil application voltage or by a duty ratio control for the armature current.
  • step 1103 the duty ratio of the field current If is controlled according to the field current If determined in step 1054, the switching of the electrical power control unit 5, which is the three phase inverter circuit, is controlled to effect generator operation of the electrical generator motor 3, and electricity generation required for normal driving of vehicle auxiliary devices and charging of the battery 8 are performed.
  • PH which is the reference value for the total capacity ⁇ P, is set to be 95% of the full-charge capacity of the battery 8, but it is also acceptable to make this a full value, for example 100%.
  • a battery 8 is employed as an electrical storage device, but a double-layer capacitor or the like is also acceptable.
  • the storage capacity of the electrical storage device such as a battery 8, electric double-layer capacitor, or the like may deteriorate due to changes over years of time
  • the present capacity of the battery is determined on the basis of the terminal voltage and current of the battery 8 (or electric double-layer capacitor), but it is also possible to calculate a substantial outflow/inflow current to the battery 8 from the difference between the exchanged current of the battery 8 (or electric double-layer capacitor) and electric generator motor 3 on the one hand and the current supplied from the battery 8 and the vehicle electrical load (including vehicle auxiliary devices), and to estimate the present capacity of the battery 8 (or electrical double-layer capacitor) from an accumulation value of this substantial outflow/inflow current.
  • FIG. 8 is a flowchart showing a relationship between the various capacities and amounts of electrical power describe above, as well as changes in total capacity ⁇ P.
  • the electrical generator operation of the electrical generator motor 3 is controlled so that the total ⁇ P of the amount of restorable electrical power Pa calculated on the basis of the vehicle state and the present capacity Pn of the electrical storage means are within a specified reference capacity range PH. That is to say, when restorable electrical power is at a maximum, the present capacity is made smaller. Accordingly, by using electrical power restoration or the like during vehicle braking, the application of torque and the restoration of electrical power can be accomplished while preventing excessive charging of the electrical storage device, without the capacity of the electrical storage device becoming excessive in comparison with a favorable reference capacity range PH.
  • motor operation--i.e., application of torque--of the electric generator motor 3 is performed within a range where the present capacity Pn of the electrical storage device does not drop below a specified minimum present capacity PnL required for driving the engine or vehicle auxiliary, devices. Accordingly, the present capacity Pn of the electrical storage device (i.e., the amount of electrical power storage) drops due to the application of torque, thereby avoiding the possibility of insufficiently driving vehicle auxiliary devices, for example inability in driving vehicle auxiliary devices when stopping the internal combustion engine.
  • the electrical generator motor 3 is made to operate as a motor with continuously changing restored electrical power, where there is a positive correlation with the change in the effective amount of depression of the brake pedal. Accordingly, when the amount of depression is changed within the range of the effective amount of depression of the brake pedal, a smooth braking feeling can be obtained in the range of the effective amount of depression of the brake pedal, without the magnitude of restored electrical power Pr changing abruptly and thereby causing braking shock.
  • steps 1043 and 1044 are executed only in the case where the total ⁇ P of the amount of restorable electrical power Pa calculated on the basis of the vehicle state and the present capacity Pn of the electrical storage device is lager than the specified minimum capacity value PL.
  • This torque application subroutine is not executed when ⁇ P is not more than the specified minimum capacity value PL.
  • PL is set at 90% of PH.
  • the vehicle accelerates due to increased output of the internal combustion engine 1.
  • Electrical power is supplied to the electrical generator motor 3 to apply torque to the extent of the amount of increased in restorable electrical power Pa due to this acceleration and PL-PH, the amount of restorable electrical power Pa, increases further by means of the increase in acceleration, and an amount of electrical power equal to this is further consumed by the application of torque.
  • the third embodiment will be described with reference to FIG. 10 through FIG. 14.
  • This embodiment includes a modification of the charge/discharge power quantity determination subroutine of step 101, the torque application subroutine of step 104, the electrical power restoration subroutine of step 105, and the normal electrical generator control subroutine of step 110 in the control operation of the first embodiment. That is to say, whereas the first embodiment compares ⁇ P with PH or PL and executes steps 1043 and 1044, or 1053, 1054 and 1055, or 1102 and 1103, according to the present embodiment Pn is compared with Pna or PLL.
  • step 101a The charge/discharge power quantity determination subroutine of step 101a will be described first with reference to the flowchart of FIG. 11.
  • a target present capacity Pna is read at step 1011a from the detected vehicle speed using an internal map shown in FIG. 18, and the present capacity Pn of the battery is read from an internal map on the basis of the terminal voltage and current of the battery 8 at step 1012.
  • PnL is a minimum present capacity to remain in the battery 8 for the purpose of driving vehicle auxiliary electrical devices, engine restarting, and the like.
  • the amount of electrical power required for charging PY which is the difference between Pna (which is the target value for Pn) and the present capacity Pn, is calculated at step 1015a, and processing returns to the main routine.
  • step 104a the torque application subroutine of step 104a will be described with reference to the flowchart of FIG. 12.
  • torque to be applied T is read from the internal map similar to the manner of step 1041 (FIG. 5).
  • step 1042a determines whether the amount of consumable electrical power Pc calculated in step 1014a remains, and only when the result is affirmative is there an advance to step 1043 with the next application of torque executed by the steps 1043 and 1044. Otherwise, processing returns to step 1042a.
  • step 1015a determines whether the amount of electrical power PY required for electrical generation calculated in step 1015a is larger than zero, i.e., whether Pn is smaller than Pna at step 1052a. If not, then restoration of electrical power is not desirable, and so the processing returns to the main routine and excessively charging of the battery 8 is prevented. Otherwise, execution advances to step 1053.
  • steps 1053, 1054 and 1055 are similar to corresponding parts of the first embodiment.
  • step 110a the normal electrical generator control subroutine of step 110a will be described with reference to the flowchart of FIG. 14.
  • this subroutine calculates whether the amount of electrical power required for charging PY calculated in step 1015a of FIG. 11 is larger than zero, i.e., whether Pn is smaller than Pna. If not, then electrical generator operation is unnecessary, execution returns to the main routine, and excessive charging of the battery 8 is prevented. Otherwise, then there is an advance to step 1102.
  • steps 1102 and 1103 The operation in each of steps 1102 and 1103 is similar to corresponding parts of the first embodiment.
  • the amount of restorable electrical power is determined from the vehicle speed, but it is acceptable if this is determined based on information related to vehicle speed, and is not exclusively limited to direct determination from only the vehicle speed signal.
  • a signal that can detect an increase in kinetic energy of the vehicle when vehicle speed increases is used.
  • the average value of the engine rotational speed, turbine rotational speed within the torque converter of the automatic transmission, wheel speed, wind speed, wind pressure, gear ratio, or an integral value of vehicle longitudinal acceleration can be employed.
  • FIG. 15 shows the electrical generator output which can be calculated in advance by means of the vehicle speed determined by engine rotational speed and shift position when lockup occurs.
  • FIG. 16 is an example wherein standard deceleration is assumed with respect to the electrical generator output of FIG. 15, deceleration period from the respective vehicle speeds to a vehicle speed of zero are calculated, and then electrical generator output is integrated during the deceleration period to obtain the amount of restorable electrical power.
  • standard deceleration is made to be fixed at any vehicle speed, but it is also acceptable to weight deceleration at the respective vehicle speeds according to the characteristics of the vehicle, modify the integration time period, and thereby make a map with enhanced precision.
  • shift range information and shift pattern mode information in consideration of cases of a change in shift-down patterns due to differences in shift range (D, L, S) or the like, or in shift pattern mode switches (power mode, economy mode), or the like in an electronically controlled automatic transmission, it is possible to implement shift range information and shift pattern mode information and prepare a plurality of maps. Furthermore, in a non-lockup state, the rotational speed determined using vehicle speed and shift position differs from that of FIG. 16, and so it is acceptable to prepare a separate map for the amount of restorable electrical power corresponding thereto.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
US08/299,278 1993-09-02 1994-09-01 Control mechanism for an electric generator motor in an internal combustion engine Expired - Lifetime US5469816A (en)

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US5543703A (en) * 1993-12-24 1996-08-06 Nippondenso Co., Ltd. Generator motor for vehicles
US5550457A (en) * 1994-01-31 1996-08-27 Nippondenso Co., Ltd. Electric power generating device for vehicles
US5608310A (en) * 1994-04-20 1997-03-04 Mitsubishi Denki Kabushiki Kaisha AC generator control apparatus for a motor vehicle
US5663631A (en) * 1994-07-19 1997-09-02 Nippondenso Co., Ltd. Generator with circuitry for controlling power generation based on rotational speed
US5786640A (en) * 1995-02-13 1998-07-28 Nippon Soken, Inc. Generator control system for a hybrid vehicle driven by an electric motor and an internal combustion engine
US5713426A (en) * 1996-03-19 1998-02-03 Jeol Ltd. Hybrid vehicle
EP0800947A3 (de) * 1996-04-10 1999-04-14 Honda Giken Kogyo Kabushiki Kaisha Regelungssystem für Hybridfahrzeug
US20050088139A1 (en) * 1998-04-21 2005-04-28 Frank Andrew A. Method for controlling the operating characteristics of a hybrid electric vehicle
EP1008484A3 (de) * 1998-12-07 2004-01-07 Honda Giken Kogyo Kabushiki Kaisha Regelsystem für ein Hybridfahrzeug
FR2794705A1 (fr) * 1999-06-09 2000-12-15 Renault Procede de commande pour le ralentissement d'un vehicule automobile a motorisation principale thermique
EP1072461A3 (de) * 1999-07-30 2002-07-17 Honda Giken Kogyo Kabushiki Kaisha Verfahren zur Regelung des Zustandes einer Batterie in einem Hybridfahrzeug
GB2353984A (en) * 1999-09-10 2001-03-14 Ford Global Tech Inc Hybrid electric vehicle powertrain and method of control
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US6507126B1 (en) * 1999-09-11 2003-01-14 Robert Bosch Gmbh Method for load regulation in a thermal engine having a power generator
EP1090803A3 (de) * 1999-10-08 2003-03-19 Toyota Jidosha Kabushiki Kaisha Steuerungsvorrichtung für ein Hybridfahrzeug mit Batterieladung in Abhängigkeit von Batteriezustand und Generatorwirkungsgrad
GB2355240A (en) * 1999-10-14 2001-04-18 Rover Group A vehicle hill descent control arrangement with regenerative braking
US6570266B1 (en) * 1999-10-29 2003-05-27 Honda Giken Kogyo Kabushiki Kaisha Control apparatus for hybrid vehicle
US6523626B2 (en) 2000-05-22 2003-02-25 Honda Giken Kogyo Kabushiki Kaisha Control device for hybrid vehicles
EP1157878A3 (de) * 2000-05-22 2002-03-20 Honda Giken Kogyo Kabushiki Kaisha Steuerungsvorrichtung für Hybridfahrzeuge
US6688125B2 (en) * 2000-06-28 2004-02-10 Toshiba Carrier Corporation Refrigerating apparatus for use in vehicles, using an engine as power source
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US7096985B2 (en) 2001-03-14 2006-08-29 Conception Et Developpement Michelin Sa Vehicle with a super-capacitor for recovery of energy on braking
US20020139593A1 (en) * 2001-03-14 2002-10-03 Jean-Jacques Charaudeau Vehicle with a super-capacitor for recovery of energy on braking
FR2825845A1 (fr) * 2001-06-08 2002-12-13 Mitsubishi Electric Corp Machine dynamoelectrique pour vehicule
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US20040008008A1 (en) * 2002-07-09 2004-01-15 Denso Corporation Control apparatus for electrical generator of vehicle
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US7934573B2 (en) * 2003-10-06 2011-05-03 Robert Bosch Gmbh Method for regulating the state of charge of an energy accumulator in a vehicle having a hybrid drive unit
US20050140143A1 (en) * 2003-12-25 2005-06-30 Denso Corporation Control apparatus for electrical generator of motor vehicle
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